Single-phase alternating-current power system.



PATENTED MAY 3, 1904.-

' B. G. LAMME. V

vSINGLE PHASE ALTERNATING CURRENT POWER SYSTEM.

APPLICATION FILED DEC. 26. 1001.

3 SHEETS-SHEET 1.

1T0 MODEL.

.w w Q 23: w R R m w a H m i V R am :m E= E EEE H. w E m U x.

INVENTOI? gfmfw A TTOHNEY No. 758,667, PATENTED MAY 3, 1904.

BFG. LAMMB. SINGLE PHASE ALTERNATING CURRENT POWER SYSTEM. APPLICATION FILED DEC. 26. 1901.

no MODEL. 3 sums-51mm: 2.

ma wowms PETERS 1:0v Phovmumm. \VASHKNGYON, o. c.

Ill

PATENTED'MAY 3, 1904. 7

I B. G. LAMME. SINGLE PHASE ALTERNATING CURRENT POWER SYSTEM.

WITNESSES:

ATTbRNEY UNITED STATES Patented May 3, 1904.

PATENT @FFIQE.

BENJAMIN Cr. LAMME, OF PITTSBURG, PENNSYLVANIA, ASSIGNOR TO WESTINGHOUSE ELECTRIC & MANUFACTURING COMPANY, A COR- PORATION OF PENNSYLVANIA.

SINGLE-PHASE ALTERNATlNG-CURRENT POWEF-l SYSTEM.

SPECIFICATION forming part of Letters Patent No. 758,667, dated May 3, 1904.

Application filed December 26, 1901. Serial No. 87,316. (No model.)

To all 1071 0171, it may concern:

Be it known that I, BENJAMIN Cr. LAMME, a citizen of the United States, residing in Pittsburg, in the county of Allegheny and State of Pennsylvania, have invented new and useful Improvements in Single-Phase Alternating- Current' Power Systems, of which the following is a specification.

My invention relates, primarily, to a new system of utilizing the energy of single-phase alternating electric currents for the distribution of power.

It has heretofore been proposed from time to time to'employ series-wound motors of the direct-current type in connection with a single-phase alternating current for generating power, and although numerous attempts have been made they have not, so far as I am aware, been successful to any such degree as to render them commercially satisfactory. Various difliculties have been encounteredsuch, for instance, as those which pertain to regulation, sparking at the brushes, heating of the motors, low efficiencies, 620.

My invention aims to so organize a system of circuits and construct and adapt it to a motor having many of the characteristics of an ordinary direct-current motor as to render it capable of being operated efficiently at varying speeds and of being controlled with facility and certainty and also to secure the advantage of alternating-current transmission, transformation, and distribution.

The invention involves novel features in the construction of the motor, together with a recognition and utilization of certain fundamental laws governing the operation of apparatus of this character, whereby the motor isproperly organized and proportioned and correlated to the source of energy, so that it will be adapted to commercial requirements.

In describing the invention it will be found convenient to first consider the principles which must be applied in order to produce efficient and serviceable motors of this character and then describe how a motor may be constructed embodying these principles. Reference will be had, primarily, to a motor of 'ferred to in detail.

the so-called series. type that is to say,

one inwhich the field-coils are connected in forces: (a) the electromotive force of self-induction in the field due to alternating magnetic flux acting through the field-turns, (b) the electromotive force of self-induction in the armature due to cross-induction from the armature through the poles, (c) the armature counter electromotive force due to rotation. There are other electromotive forcessuch, for example, as that used in overcoming the resistance of the windings which are of minor importance and which need not at present be re- The electromotive force of self-induction of the field is due to the alternating magnetic flux acting through the field-turns and depends upon the induction per pole, the number of field-turns in series, and

the rate of alternation. The electromotive force of self-induction of the armature is due to cross-induction from the armature through the poles and is dependent upon the construction of any given motor and may be modified in various ways, as will be presently pointed out. The armature counter electromotive force depends upon the number of armature- Wires in series, the induction per pole, and the rate of revolution, and is independent of the rate of alternation. As the electromotive force of field self-induction and the armature counter electromotive force both depend upon the induction per pole, there is an intimate relation between them. This relation is a function of the speed, the windings, and the rate of alternation. The higher the speed and the lower the rate of alternation and the fewer the field-windings compared with the armature-windings the lower will be the ratio of the electromotive force of field self-induction to the armature counter electromotive force. As the current in the motor increases the field magnetic strength and the armature magnetic strength increase. and the torque is proportional to the product of these two strengths. If there is no magnetic saturation, the field strength will increase direcely with the current, and the armature strength will also increase directly with the current, and consequently the torque will increase as the square of the current in the motor. This would be an ideal condition for railway service, for instance. The increase in field magnetic strength, however, is accompanied in an unsaturated lield by a proportional increase in the electromotive force of field self-induction. Inasmuch as the resultant of all the electromotive forces is equal to the applied electromotive force, it follows that with a given applied electromotive force an increase of the electromotive force of self-induction would result in a diminution of the counter electromotive force of the motor, and consequently, since the counter electromotive force is diminished with increase of current and the electromotive force of self-induction is incrcasi1'1g,the speed which is proportional to the counter electromotive force must fall off at a greater rate than the induction increases. It the electromotive force of self-induction of the motor becomes relatively high compared with the counter electromotive force,the speed will fall very rapidly and zero speed is reached when the electromotive force of self-ini'luction is practically as large as the applied electromotive force. The greatest torque is developed at this point. ,If this torque is insufli cient, means may be provided for so modifying the conditions that the desired torque may be obtained. if, on the other hand, the lield magnetic strength he held at a constant value instead of increasing with the current, then the electromotive force of field self-induction will be constant, and the armature counter electromotive force will not fall off rapidly with increase of current unless the electromotive force of armature self-induction due to cross-induction is relatively large. If this be made small, then the armature counter electromotive force will be comparatively independent of changes in current.

Two cases have just been described, the first that in which the field magnetic strength increases in approximate proportion with the current and the second that in which the lield magnetic strength is constant, and therefore independent of the strength of the current. The first case represents an ideal condition for certain operationssuch, for instance, as those required in railway service; but it has its limitations in that the greatest torque which can be developed may be insuliicient for the maximum requirements. In the second case the torque which can be developed is practically unlimited; but, on the other hand, the general characteristics of the motor may not be well adapted for the given conditions of operation. It is desirable, therefore, in certain cases to so design and proportion the motor as to combine some of the elements of both arrangements, and thus secure i a motor which will through a certain range of working have a field magnetic strength ap proximately proportional to the current and yet be capable of developing the required maximum torque.

It has been pointed out that the limitation in the torque developed when the field-magnetic strength increases in proportion to the current is due to the rapidly-increasing electromotive force of self-induction of the field as the current is increased, so that the electromotive force of self-induction soon becomes nearly equal to the applied electromotive force. It is desirable, therefore, to pro vide means for limiting the electromotive force of self-induction, so that it does not normally absorb an undue proportion of the applied electromotive force, and when a heavy torque is required the self-induction of the field shall not limit the current, but shall permit a su'liicient current to flow to produce the required torque. As the eh'actromotive force due to cross-induction of the armature through the poles acts with the electromotive force of self-induction of the field in limiting the flow of current, it is desirable that this should also be kept within proper limits. It follows, therefore, that the electromotive force of sel finduction of the motor as a whole in normal working should be relatively small with relation to the applied electromotive force and should also have a limiting value which is less than the applied electromotive force, even when the motor is operating under maximum conditions of torque. The desired relatively low electromotive force of self-induction of the motor may be obtained by suitable general arrangements and proportions between the various elements of the motor, while the limiting value of this electromotive force of self-induction may be secured by means of special constructions of certain parts. in order to determine the general proportions to be used for securing the relatively low electromotive force of self-induction, it is neces sary to consider the general relations existing betwe n the different elements within the motor itself and. also between the motor and the conditions under which it is operated, such as the speed of the motor and the frequency or rate of alternation of the current supplied to the motor. The electromotive force of selfinduction of the field is generally much greater than the electromotive force of self-induction of the armature due to cross magnetic flux, so that special provision should be made for reducing the electromotive force of self-induction of the field. The electromotive force of field self-induction is dependent, as already stated, upon the induction per pole, the number of field-turns in series, and the rate of altel-nation. The armature counter electromotive force is dependent upon the induction per pole, the armature-W1nding, and the rate of revolution. These relatlons may be expressed as follows: Electromotive force of self-induction of field equals alternations multiplied by field-turns in series multiplied by induction per pole multiplied by constant. The counter electromotive force of the armature equals revolutions multiplied by the number of armature-wires multiplied by induction per pole multiplied by constant. The constants used are dependent upon the characteristics of the Electromotive force of field self-induction Line alternations field-turns in series induction per pole supply-circuit and upon the units in which the different terms are expressed, their values are determined in any given case according to well-established laws, and-the armaturewinding is assumed to be of the usual parallel type. WVe have, therefore, the following relation between the electromotive force of self-induction of the field. and the counter electromotive force of the armature:

- constant Armature counter electromotive force Revolutions armature-wires induction per pole Electromotive force of field self-induction Line alternations Field ampere-turns Constant Armature counter electromotive force Poles revolutions Armature ampere-turns 2 The last equation is derived directly from the first, as armature-wires equals tWo multiplied by poles multiplied by armature-turns in series, and the amperes (the current from the supply-circuit) are introduced in both numerator and denominator. It may be observed that the field ampere-turns are equal to the fieldturns in series times the amperes, and the armature ampere-turns are equal to the armature-turns in series times the amperes. In a direct-current motor the armature alternations are equal to the product of the revolutions multiplied by the number of poles, and since this relation may be assumed to obtain in a series alternating-current motor the foregoing formula may be further simplied by substituting the term armature alternations for the term poles multiplied by revolutions.

It has been pointed outthat the electromotiveforce of self-induction of the motor should be relatively low as compared with the applied electromotive force, since the resultant of the electromotive force of self-induction of the motor and the counter electromotive force is approximately equal to the applied electromotive force, and it follows that the electromotive force of self-induction should be low in proportion to the counter electromotive force of the armature in normal working. The relation between the two is expressed in theforegoing formula, and it is now apparent what relations must hold between the elements of the motor itself and between the motor and the external conditions.

In order that the ratio between the electromotive force of field self-induction and the counter electromotive force of the armature may be low, it is necessary that the values of the terms in the numerator of the second mem ber of the equation be made small with relation to the values of the terms of the denominator. Such a ratio is secured, on the one hand, by having a small number of line alternations, a large number of poles, and a high speed, and by having a small number of field ampere-turns and a relatively large number of armature ampere turns. The absolute values and. the ratios between these several elements which are admissible and suitable for practical design and operation will now in general it may be said that this ratio should be greater than .5 and may sometimes be as high as .75. Therefore when definite limits have been assigned to two of the ratios in the last equation namely, the ratio of electromotive force of field self-induction to armature counter electromotive force and the ratio of field ampere-turns to armature ampere-turnsthen there is also adefinite limit fixed for the remaining term in the eq uation1l. e. a definite relation between the alternations in the supplycircuit, the number of poles of the motor, and its rate of revolution, or, in other words, between the line alternations and the armature alternations. It may be noted that an average working'value for the last-mentioned ratio is approximately .625, and it has been found that the expression 6322mm in the foregoing formula closely approximates the reciprocal of .625 0., 1.6. It follows, therefore, thatthe last two ratios of the formulacancel out, leaving only the ratios of electromotive force of field self-induction to armature counter electromotive force and line alternations to armature alternations for which definite limits are fixed, as hereinbefore pointed out. With a given number of revolutions the number of poles must be directly proportional to the alternations in the supply-circuit. Thus, for instance, if an eight-pole seven-hundred-revolution motor of a certain capacity is required for two thousand alternations per minute, three thousand alternations per minute will require a twelve-pole motor at seven hundred revolutions per minute.

The foregoingconsiderations indicate the conditions required for securing a relatively low electromotive .force of self-induction of the field of the motor. It has been stated that a limiting value of the electromotive force of IIO self-induction of the motor can be secured by suitably proportioning certain parts of the motor. A method of doing this will now be described.

The electromotive forces of lieldself-i11duction and armature self-induction may both be limited by special construction of the polepieces. For instance, slots or holes may be cut in the body of each of the field pole-pieces from end to end transversely to the direction of rotation, the amount of iron left at the back of the slots being that which is required for the desired induction. The teeth or narrow portions between the slots or holes are of such cross-section that the desired induction through them may be obtained. The slots or holes may be closed or nearly closed at the pole-faces, and usually this is preferred, as open slots increase the magnetizing power required in the field-winding, which in turn necessitates more elcctromotive force of fieldturns and results in greater field self-induction. The cross-section of iron in the poles is preferably such that but little magnetizing power is absorbed in addition to that required for the air-gap until the current exceeds the normal rated amperes of themotor.

Eeyond this normal current the teeth between the pole-slots rapidly approach saturation. In order to secure this result, the parts in which the cross-section of the magnetic circuit is reduced should be of comparatively short length, but should of course be worked at a high induction. It .is not necessary or desirable to subject the whole yoke to a high induction, as the desired results can be obtained by having a short length of small cross-section, whereas if the whole yoke be subjected to a high induction the losses due to reversals in the core will be objeetionably large, and also the magnetic leakage into the surrounding frame and through the field-windings will be objectionable. The electromotive force of self-induction of the armature which results from a cross-induction through the poles in which the magnetic lines enter at one edge or side of the pole and pass through the core to the opposite edge or side is also reduced and limited by the arrangement of slots or holes, which has been described and which would not be obtained in the same degree if the whole yoke were saturated, provided the holdcores in the two cases required the same number of ampere-turns in the field for magnetizing them. The cross-induction of the armature is due to the magnetic flux which passes through the field-poles, the path for any given pole being through the teeth at one side, then across the slots, and also across the pole back of the slots, and then along the teeth at the other side of the pole and back to the armature. The smaller the section of the teeth and the more highly they are saturated the less will be the cross-induction with a given current in the armature. As it is desired to have the induction in these teeth quite high, it is, as above pointed out, desirable to have the teeth as small as possible, and tl'ierefore the magnetic reluctance of the liehl-circuit is concentrated near the pole-face instead of being distributed through the whole yoke. The total useful flux through the armature and field sets up no effective electromotivc force of self-induction in the armature-windings, as it will add to the counter electromotive force at one part and subtract at another part of such winding; but the eleetromotive force set up by the cross-induction does not neutralize itself in the same way, and thus becomes an electromotive force of the same character as that set up in the field-windings. The crossfiux from the armature may be further limited by the suitable interposition of a secondary circuit, if desired. For example, if a slot at the middleof the pole contains a conductingplate or closed coil it will oppose the magnetic flow which would tend to cross the slot. If the ends of a conductor placed through the middle slot be connected with theouter frame of the machine at each end or if the conductor be closed around the outside of the yoke, then the secondary circuit thus formed will oppose the How of the cross-inductiml which tends to pass through the section of iron back of the slots.

The arimiture-winding of the motor is of the closed-coil type and closed upon itself before being connected to the conmmtator, relatively high resistance leads being inserted between the winding and the respective commutator-bars.

As the magnetic lield of the motor is alternating, any short-circuited turn through which the i'nagnetic flux from a field-pole passes will have a secondarycurrent set up in it. By the well-known laws of the transformer the ampere-turns in such short-circuited secondary will approximate the ampereturns in the primary winding, which is in this case the field-magnet winding. Certain coils of the armature-winding are short-circuited through the brushes when the adjacent commutator-bars to which the ends of the coils are connected are bridged by the brushes, and when the latter are located in neutral positions or withoutlead the short-circuited turns surround the paths of the magnetic flux. and are therefore good secondary circuits in which relatively large secondary currents are set up by induction. This is the principal cause of the excessive sparking in series motors of ordinary construction when it is attempted to operate them upon an alternating-current'circuit. In order to obviate destructive sparking, the current in the short-circuited turns of the armature-cmls should be limited to an amount materially less than what would normally How. 1 have found that by insertii'ig a definite amount of resistance in each of the leads between the closed wmd mg and the commutator-bars it is possible to so limit the secondary current due to the alternating field flux as to prevent injurious sparking. The working currents in the armature-winding will not pass through these resistances except at the bars in contact with the brushes, because the armature-winding is closed on itself inside or beyond the resistance-leads. Consequently the loss in the winding due to the introduction of the resistance can be relatively small, and when the armature is rotating this loss is distributed successively through all the resistances, thus making the average loss per resistance-lead very small. Various ways of introducing such a resistance will be described in connection with the accompanying drawings. With a given current in the motor the turn of each armature-coil, which is shortcircuited by a brush, will tend to have the same electromotive force set up in it irrespective of the electromotive force applied to the motor. Therefore the resistance in the leads may be such that the short-circuited current developed will be limited in amount, and, generally speaking, with full-load current in the motor the resistance should be such that the short-circuited current will not exceed, say, twice the value of the full-loadcurrent. The resistance in each short circuit will include the resistance of the turn itself plus the resistance of two of the leads plus also the resistance of the brush-holders and brushes.

As will appear from what has already been stated, the conditions forsuitably low electromotive force of self-induction and for a proper ratio of field-ampere turns to armature-ampere turns practically determine the number of poles the motor should have with a given rate of alternation and speed. This motor will require a relatively larger number of poles as compared with direct-current motors of. corresponding size. Moreover, they conditions of good commutation are that the armature-circuits of the motor be connected in parallel and that the number of turns between consecutive armature-bars be small. It follows, therefore, that the voltage of the motor is definitely limited, and it is found that the actual voltage is low relative to that for which direct-current motors may be woundsuch, for example, as motors employed in ordinary railway-service. While this characteristic would be a serious limitation in connection with the distribution of energy for direct-current railway-motors, it is of minor consequence in connection withalternatingcurrent motors, since transformers may be interposed between the supply-circuit and the motors which may be designed to receive practically any voltage from the line and to deliver any desired voltage to the motors. In

service a motor may require either aconstant voltage or a variable voltage. For variablespeed work the variable voltage is usually desired. A variable voltage may be obtained by theintroduction of resistance or self-induction into the circuit or, preferably, by means of a transformer in which the ratio of transformation is suitably changed. The several elements which are involved are the motor, the controller, the supply-circuit, and the transformer. The motor, as has been pointed out, has inherent limitations as to the voltage for which it can be wound, which are independent of the transformers, the controller, and the voltage of the supply-circuit. The current and the voltage. which can be most advantageously handled by the controller, may be entirely difierent from those of the motor. For example, it may be advantageous to design the controller for one-third of the currect and three times the voltage which are required by the motor. The line-voltage may in turn be entirely too high to be introduced directly into the controller or the motor. It follows, therefore, that the voltage of the motor, the voltage of the controller, and the voltage of the supply-circuit and their respective currents, which may be most advantageously utilized, may be widely different. It is possible, however, by means of one or more transformers to operate a motor adapted to any voltage by a controller adapted to any voltage from a supply-circuit of any voltage.

It has been pointed out that the resultant of the electromotive force of self-induction of the motor and the counter electromotive force of the armature are approximately equal to the applied electromotive force; but themethod of obtaining the resultant has not been stated. The two electromotive forces are not of like phase, but are in quadrature, so that their resultant cannot be found by addition, but must be determined either by calculation or by graphical construction. The resultant is equal to the square root of the sum of the squares of the two components, and is therefore proportional to the hypotenuse of a right-angled triangle of which the base and the height are proportional, respectively, to the counter electromotive force of the armature and the electromotive force of self-induction of the motor. The power factor is the ratio between the counter electromotive force of the armature and the applied electromotive force, (the motor losses being neglected.) With a given counter electromotive force the power factor will be greater the less the electromotive force of self-induction. If, therefore, the power factor is to exceed a given value with a given armature counter electromotive force, a definite limit must be placed upon the electromotive force of self-induction. As the power factor expresses the relation between the ac- IIO circuits, although the actual power required from the engine for delivering a given motor output is practically independent of the power factor. The actual energy required by a motor for delivering a given horse-power from which the eiliciency is determined is a matter independent of the power factor. For example, it a motor develops ninety horse-power and requires one hundred horse-power from the supply-circuit, the etliciency is ninety per cent. lt', however. the product of the electromotive tome and the current received from the circuit corresponds to one hundred and twenty horse-pmver instead of one hundred horse-power, then the power factor is one hundrtd divided by one hundred and twenty, or 86.6 per cent, and the apparent eliiciency is ninety divided by one hundred and twenty, or seventy-live per cent. As has been pointed out, the amount by which the apparent power from the circuit exceeds the actual power depends upon the electromotive force of selfinduction of the motor, and it is primarily for the purpose of reducing the apparent energy required, so that it shall approximate the true energy, that it is essential to make the electromotive torcego'fself-induction ol the motor low.

In the accompanying drawings, Figure 1 is a view, partially in side elevation and partially in longitudinal section, of a motor constructed in accordance with my invention. Figs. 2 and 3 are detail sectional views of two of the combined resistance-leads and connectors between the armature conductors and the commutator-segments. Figs. 4, 5, and 6 are detail views illustrating modified arrangements of resistance-leads for connectingthe armature-conductors with the commutatorsegments. Figs. 7, 8, and 9 are detail views oi ditlerent forms of field-magnet core construction. Fig. 10 is a diagrammatic development of a portion of the armattire-winding and connections between the same and the cummutator-segments. Fig. 11 .is a side elevation of a railway-vehicle equipped with a pair of series alternating-current motors and controlling apparatus. the electrical apparatus and circuits being diagrammatically illustratcd.

\Yhile my invention is not limited to motors having specific dimensions as a whole or as regards its several parts or to specilic materials and relativearrangements and is not restricted to any specific service, I have forcon- 'enicnce of disclosure illustrated a. motor adapted for use in propelling railway-vehicles, which has been designed for practical service and has been operated under such conditions and for such periods of time as to satisfactoril y demonstrate that as regards eiiiciency of operation and freedom from injurious sparking and other deteriorating defects it is fully equal to, it' not better than, the best examples of direct-cu rrentmotors of like capacity which have been employed in practical service. The

motor hereinafter illustrated and described therefore embodies the several principles of my invention in the best form which I have thus far been able to design; but in presenting these several features 1 do not intend to exclude from the scope of my invention any mriations or modifications which may hereinafter be devised and adopted, except in so tar as the description and the claims may expressly exclude such variations and modilica tions. As regards the uses to which the inven tion may be applied, I desire it to be also understood that the motor may be utilized in any, service where it is desirable to start a motor under load and where more or less wide variations in speed and a proper rate of acceleration from zero to maximum speed are desired. It will also be understood that the machine may be useful as a booster of clectromotive force in a single phase altemating-current circuit when properly connected and driven by mechanical power, and it is therefore my intention to cover the invention as applied to such use, as well as to the transformation of electrical into mechanical energy.

As here shown, the armature 1 comprises a skeleton open-work frame or spider 2, the hub 3 of which is in the form oi a sleeve mouted upon and suitably keyed to a shaft 4, this sleeve being extended at one end to receive a connnutator-cylinder 5, which is also suitably keyed to it. The core 6 of the armature is built up in the usual manner of thin plates or laminae properly spaced apart at intervals by ventilating-spacers T and provided with slots, which in the present case are seventy-two in number, in which are mounted the insulated conductors 8, constituting the coils oi the armature-winding. These coils or conductors, as shown, are of strapot' the armature by means of suitable conby means of the strips .12 and connectors ll),

to four points of equal potential in the winding, so as to equalize the magnetic circuits in the machine, substantially as set Forth in Patent No. 573,009, granted to the W'estinghouse Electric and Manufacturing (knnpany, December 15, 1896, upon an a 'iplication tiled by me. It will be seen that by this arrangement the armature-winding is closed and connected to the balancing-rings inside of the IIO connections made to the commutator-segments.

For the purpose of reducing the secondary currents that are generated by the alternating magnetic field in the coils which are shortcircuited at the brushes to substantially nonsparking limits, I join the connectors 9 and 10 to the several commutator-bars 14 by means of relatively high resistance leads 15, there being in the present case two hundred and sixteen commutator-bars and the same number of leads. As employed by me these leads are in the form of strips of German silver, and their dimensions are accurately determined, in view of the specific resistance of the material, so as to reduce the secondary currents above referred to the desired limits, and the form and arrangement of the leads are also such as to be properly accommodated by the space available and so as to be properly ventilated and securely supported independently of each other. The commutator-brushes 14: are arranged in sets in the holders or arms, and in the present instance the arms or holders are eight in number. The brushes and arms may be of usual materials and construction and connected in the usual manner to properly cooperate with the commutator cylinder and the supply circuit. As indicated in Fig. 1, the leads 15 are bent into substantially the form of U-shaped loops, the inner ends of which are held in place by means of a suitable Winding 16, an insulating-band 17 being interposed between the leads and the sleeve 3 of the armature-spider. As illustrated in Fig. 4, the resistance-leads 15 are shown as having a substantially U-shaped form, one arm of which extends beyond the other for connection to the commutatorbar and the two arms of which are approximately parallel to the armature-axis. In Fig. 5 the resistance-leads 15 are shown as having each a main body portion substantially perpendicular to the armature-axis and an outer end which extends approximately at right angles to the body portion for connection to the commutator-bar. In this case the ends of the armature-conductors project inwardly approximately parallel to the body portions of the leads for connection to the connectors 9, which are also substantially at right angles to the body portions of the resistance-leads. In Fig. 6 the resistance-leads 15 are connected to the ends of the armature-conductors at the end opposite the commutator and project through the spider to the commutator end substantially parallel to the axis of the armature. Other forms and arrangements of resistance-leads may, perhaps. be devised which will be adapted for the purpose. Those I have 'shown are such as I have been able 'to devise to most satisfactorily provide the necessary resistance and at the same time be economical] y and safely disposed in the available space in the motor.

As has already been pointed out, the number of field-magnet poles of the motor must be directlyproportional to the rate of current alternation in the supply-circuit, and other conditions, which have been heretofore pointed out in detail, render it desirable and, in fact, necessary for successful operation that the rate of line alternations shall be low and that the rate of armature alternations shall be relatively high. The motor here illustrated and described was designed for a frequency of two thousand line alternations per minute, and the motor which is adapted to this number of alternations and the other conditions has eight field-magnet poles.

The field-magnet core 18 is in the form of a hollow cylinder and is built up of thin plates or laminae, the laminated construction being necessary by reason of the fact that the magnetic flux due to the field-magnet winding is alternating. The polar projections or polepieces 19 are provided with holes or perforations 20, extending through the same transversely to the direction of armature rotation and located in close proximity to the ends of the polar projections or pole-pieces, and the depth of the body portion of the core is reduced at the rear of each polar projection, as shown at 18 in Figs. 7, 8, and 9, in order to aid in reducing the cross-magnetization, and consequently the armature self-induction. The slots 20 are made comparatively shallow in order to keep the iron loss low and at the same time to insure the desired saturation of the adjacent iron when the current materially exceeds the rated amperes of the motor. These slots may be entirely closed at the pole-faces, as indicated in Figs. 7 and 8, or they may have narrow openings, as shown in Fig. 9; but in every case where open slots are employed the openings should be small. As shown in Fig. 7, there are eight of'the holes 20, which, as above stated, are-of such dimensions and so spaced as to provide a cross-section of metal between them which will become quickly saturated when thecurrent in the field-magnet windings materially exceeds the rated amperes for which the motor is designed. In Fig. 8

are shown six holes 20, and at approximately the middle of the pole-piece is a hole 21, which is of materially greater depth than the holes 20. In this hole 21 is located a bar or plate 22, of copper or other good conducting material, for the purpose of serving as a closed secondary circuit to reduce the electromotive force of armature self-induction due to the cross-magnetization. In Fig. 8 is shown a plate 23, of copper or other good conducting material, which also acts as a secondary closed circuit to oppose any cross-magnetizing flux which tends to pass outside of the core 18 of the field-magnet. In Fig. 9 the construction is the same as that shown in Fig. 8 except that a single turn 24:, of wire, constituting a closed coil is placed in the middle slot 21 instead of the bar or plate 22, and the plate 23 is omitted. Other forms of conductors suitably disposed to act as secondaries, and thus oppose the cross-magnetizing flux, might be employed, if desired, those shown being set forth merely as examples that I have found well adapted for the purpose.

The field-magnet winding 25 is here shown as comprising eight coils of strarrcopper bent cdgewise and connected in series and so insulated and supported as to perform the functions desired and at the same time be effectively insulated and occupy a minim um amount of space. In the present case the winding comprises twenty turns, one half of the coils having three turns and the other half having two turns, and the coils of the two sets are alternately disposed around the core. A greater number of turns may be employed, if desired, provided they are so connected that the number of turns in series does not materially exceed that specified above.

The lield-magnet core and coils are mounted in a casing 26, which is provided with extensions at its ends to inclose also the armature and commutator. As shown, this casing projects inwardly at the backs of the polepieces to constitute supports for the core 18 and is correspondingly hollowed out as re gards its exterior, as indicated at 27, so as to lessen the weight of the structure, This form may be varied from what is shown, if desired, and the points of support between the core and the casing may be otherwise located. The casing may also be made of open-work skeleton construction, if desired, since its oflice is mainly that of a support for the lieldmagnet.

The motor here shown and described was designed for a maximum eloctromotive force of two hundred and fifty volts and a normal current of four hundred and fifty amperes at two thousand alternations per minute to operate at a speed of seven hundred revolutions per minute and to normally develop one hundred horse-power.

The shaft 2a is shown as provided with a pinion 28, surrounded by a casing 29, which may also contain the power-transmitting gear, with which the pinion 2.8 meshes, as is usual in railway-motors.

Referring now more particularly to Fig. 11, a railway-vehicle 30 is shown as equipped with two motors 31, which receive energy indirectly from an alternating-current-supply circuit. one side of which is indicated as an overhead conductor 32 and the other side as the rails 33, a trolley 2% being shown as making engagement with the overhead conductor Obviously the well-known third-rail construc tion might be employed, if desired, and also completely-insulated supply and return conductors, either both overhead or both beneath may be utilized. The energy from the supply-circuit traverses the primary winding 55 of the transformer 36. This transformer is provided with. a secondary 37, which is of such dimensions as to provide the reduced voltage necessary for themotors, and, as shown, the two motors are permanently connected to this secondary in parallel. As has been heretofore stated, the motors may, if desired, be permanently connected together and to the supply-circuit in series. It is therefore to be understood that this illustration is to be con strued as representing either the parallel or the series arrangement. The transfori'ner 36 is also provided with a secondary winding 38, the active length of which is variable by means of a suitable switching device 3% 1ncluded in circuit with the secondary 38 is the primary of a series transformer 4L0, the secondary of which is included in the circuit of the motors and in the secondary 37 of the main transformer 36. It will be readily seen that a high voltage suitable for long-distance transmission may be supplied from the main. circuit 352 2);) to the primary 35 of the transformer 36 and that a low voltage suitable for motors may be supplied thereto from the secondary 37. In order to vary the voltage supplied to the motor, the variable voltage of the secondary 38 may be impressed upon the circuit 37 through the series transformer 4d), and by reversing the connections of the secondary 38 this variable impressed voltage may be employed to both subtract from and add to the voltage of the circuit 37 through all of its varying values, and thus provide the neces sary variation of motor speed from zero to the desired maximum. It will be seen that with this combination and arrangement of apparatus the motors may be designed for such voltage and such current as are best adapted for their operation and that the controller may be designed for some other voltage and current which are best adapted for its operation and that they may then be joined together and to the liigh-voltage-sum11y circuit, so as to operate together harmoniously and effectively. Various arrangements of circuits and apparatus for securing a variable electromotivc force for application to the motors may obviously be employed. For example, instead of varying the activelength of a portion of the main transformer-winding the magnetic relations of the primaries and secondaries may be varied by adjustingone of the "parts with refcrence to the other in a well-known manner, or such adjustment may be combined with means for varying the active length of a portion of the transformer-winding-as is set forth, for

example, in Patent No. (520,365, granted to sented merely for the purpose of setting forth an operative system in which one or more motors constructed in accordance with my present invention may be advantageously utilized.

I make no claim herein to the method of de signing and constructing the motor, the structural features and characteristics of which constitute the subject-matter of this application, but have made such method the subjectmatter of a divisional application, Serial No. 115,802, filed July 16, 1902. The controlling apparatus, one form of which is illustrated in Fig. 11 of the drawings, and the method of control which may be practiced by the said apparatus are also made the subjects-matter of divisional applications filed Au gust 3, 1903, and respectively bearing Serial Nos. 168,061 and 168,062.

I claim as my invention l. A single-phase alternating-current mo-f tor of the series type having a laminated fieldmagnet core provided with polar projections of reduced crosssection adjacent to their ends,

, an armature having a closed-coil parallel winding, a commutator and leads between the armature-coils and the respective commutator bars, the resistance of which 1s sufficiently high to reduce to a non-sparking limit the secondary currents which are set up in the shortcirfilited coils by the alternating magnetic fie 2. In a single-phase alternating-current electric motor, a field-magnet having polepieces of such reduced cross-section adjacent to but backof the pole faces as to permit of magnetic saturation of the iron at the said points under the influence of currents that materially exceed the normal rated amperes of the motor and having such cross-section back of said points as to afford a non-saturated path for the field magnetic flux.

3. In aseries-wound alternating-current dynamo-electric machine, a field-magnet having a small number of series-connected turns in its winding and having a laminated core provided with slots adjacent to the faces of its polar projections and transverse to the direction of armature rotation to reduce the electromotive force of field self-induction.

4:. In a series-wound alternating-current dynamo-electric machine, a field-magnet having a comparatively small number of series-connected turns in its winding and having a laminated core provided with partially-closed slots adjacent to the faces of its pole-pieces and transverse to the direction of armature rotation to aid in cutting-down the electromotive force of field self-induction to the desired limit.

5. In a series-wound alternating-current dynamo-electric machine, a field-magnet having a comparatively small number of seriesconnected turns in its winding and having a laminated core provided with shallow slots contiguous to the pole-faces to reduce iron losses and permit saturation of the adjacent iron under a flow of current that materially exceeds the normal.

6. In a series-wound alternating-current dynamo-electric machine, a field-magnet having a laminated core provided with slotted polar projections and having a reduced depth of yoke at the rear of the polar projections in order to aid in reducing the armature self-induction.

7. In a series-wound alternating-current dynamo-electric machine, a field-magnet having a laminated core provided with polar projections and having a reduced depth of yoke at the rear of said projections, in combination with a casing in which the core is supported at a plurality of points.

8. In a singlephase alternating current electric motor having a definite electromotive force of field self-induction, means for limiting the electromotive force of armature selfinduction, consisting of closed conductors carried by the field-magnet poles and interposed in the paths of the lines of force due to the electromotive force of the armature self-induction in positions approximately parallel to the general. direction of the field polarization and approximately midway between the sides of the respective poles.

9. In an alternating-current motor having its field and amature coils in series relation, means for suppressing the generation of an electromotive force of armature self-induction, consisting of a closed conductor located in the path of the lines of force due to the cross-induction of the armature but out of the general path of the flow of the field-lines of force.

10. In a single-phase alternating-current motor, a field-pole having slots transverse to the direction of rotation of the armature, and a closed conductor inserted in one of said slots and extending through approximately the central portion of the field-pole.

11. In-a single-phase alternating-current motor of the series type, a laminated fieldmagnet core provided with polar projections and having a plurality of holes extending through each polar projection adjacent to its inner end and transverse to the direction of armature rotation, said holes being of such number and dimensions as to insure magnetic saturation of the teeth produced by such formation by a current which materially exceeds the normal rated amperes of the motor.

12. In a single-phase alternating-current a field-magnet having a laminated core provided with perforated polar projections so proportioned as to have magnetically-saturated elements only when the current taken by the motor exceeds its normal, rated amperes, of an armature having a parallel,closedcoil winding and leads between the armaturemotor of the series type, the combination with I coils and the commutator-bars which are of such resistance as to reduce the secondary currents in the short-circuited coils, produced by the alternating magnetic field, to substantially non-sparking limits 13. In a system of electrical distribution, and in combination, a source of alternating electric currents, main-line conductors, a trans former connected therewith for reducing the potential of the current, a series-wound electric motor receiving current therethrough and having the ratio of the number of its fieldpoles to the number of current alternations per minute approximately as one to two hundred and fifty and having a ratio of field ainpere-turns to armature ampere-turns ap proximately as twenty to twenty-seven.

14. A single-phase alternating-current motor having its field and armature windings in series relation and having resistance-leads between the ends of the armature-coils that are remote from the commutator and the commutater-segments.

15. An alternating-current motor of the series type, having an armature provided with closed-coil, parallel windings, and relatively high resistance leads connecting the ends of the armature-coils that are remote from the commutator with the several commutatorbars, said leads being provided with such re sistance as to reduce the secondary currents flowing in the coils short-circuited at the brushes by reason of the alternating magnetic field to such limits as to insure good commu- .tation.

16. In an altemating-current motor having its armature and field-magnet windings in series relation and having its armature-winding of the parallel, closed-coil type, connections between the ends of the armature-coils that are remote from the commutator to the commutator-bars in which are inserted resistances which on the one hand are suflicient to prevent the flow of a current in the short-circuited turns due to the alternating magnetic field which would cause injurious sparking and on the other hand will not seriously impede the flow of the normal operating-current nor cause undue heating nor loss of energ 17. In an alternating-current electric motor wherein the field and armature windings have a series relation, leads from the ends of the armature-coils that are remote from the commutator to the several commutator-bars, such leads having a definite resistance with relation to the currents developed in the several coils by the alternating magnetic field in the operation of the motor.

In testimony whereof I have hereunto subscribed rny name this 23d day of December, 1901.

BENJ. (1. LAMME. 

